Electro-magnetic car-brake



3 Sheets-Sl1eet 1.

(No Model.)

. H. S. PARK.

ELECTED MAGNETIC GAR BRAKE. N0. 296,21L- Patented Apr. 1, 1884.

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N. PETERS. Pmmyumm m. wm m nc (No Model.) 3 Sheets-Sheet, 2.

H. S. PARK.

' ELEGTRO MAGNETIC OAR BRAKE.

N0.'296 ,211. Patented Apr. 1,1884.

(Nu Model.) 3 Sheets-Sheet 3.

H. S. PARK.

, ELEGTRO MAGNETIC GAB. BRAKE. No. 296,211. Patented Apr. 1, 1884 A- m ,5 n) a 2 'ATTEST. l NV ENTOR: %.%%m

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UNITED s STATES PATENT @rrrca HARVEY S. PARK, Old HENDERSON, KENTUCKY.

E-LECTRO-M AGNETIC CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 296,211, dated April 1, 1884 Application filed June 14, 1883. (N0 model.)

To all whom it may concern.-

Be it known that I, HARVEY S. PARK, a citizen of the United States, residing at Henderson, in the county of Henderson and State of Kentucky, have invented certain new and useful Improvements in Electro-Ma-gnetic Gar- Brakes, of which the following is a specificat-ion.

My invention relates to that class of electromagnetic car-brakes in which the electromotor force is continuously supplied by a dynamo on the driving-engine or by a battery, the electrical energy, when transmitted to the coil of one or more elctro-magnets, serving to operate a clutch, by means of which the motion of the car-wheel axle is utilized to effect the application of the brakes.

My invention particularly consists in the supply of a second electro-magnet or series of electromagnets by means of which, when any desired strength of application of the brakes is reached, the clutch is released and the brake held to the position to which it has been set.

The invention also consists in the combination, with such circuits for the application and retention of the brakes, of a switch-board adapted to be operated by the engineer or conductor, to supply current to either the braking or looking magnets, or to break the circuit through both when it is not desired to apply the brakes.

The invention further consists in means for automatically making the connection between the carsof the several lines for bra-king, looking, and return currents, the means being such that the switch at the rear end of each car of the train will automatically close and make continuous circuit in case of the withdrawal of the succeeding car.

In the accompanying drawings, Figure 1 represents a plan view of the electromagnetic elements of my improved car-brake. Fig. 2 is a vertical longitudinal section of, a portion thereof, on the line 2 2, Fig. 1. Figs. 3, 4, and 5 are detail (plan and sectional) views of the automatic coupling device. Fig. 6 is a plan view of the device, showing the means for completing the circuit throughout a train.

In my improved braking system I employ, any suitable generator of electricity, 1, which may be a dynamo actuated by the locomotive or a secondary battery.

2 is a switch-board, having pivoted upon it at 3 a metallic lever, 4, having an insulated handle, 5. The arm 4 is put into electrical connection with the generator at its pivotal point by conductor 6.

7 and 8 are contact-screws, with either of which the arm 4 is adapted to be thrown into contact, the current by this means being directed into either one of the two ClICllilES-Oll6 over the conductor 9 to the binding-screw 10, brush 11, and ring 12 to an electro-magnet or series of electromagnet-s, 13, (called herein the -braking-magnets,) contained in the cylindrical casing 14; the second through the conductor 9 and bindingscrcw 9" to an electromagnet or series of such magnets, (called herein the locking-magnets) situated within the cylindrical casing 15. The cylindrical case 14, with the first setof electro-magnets, is vfixed axially upon a shaft, 16, journaled within an iron frame, 17, fixed benegttlr the car at any desired point.

Opposite the poles of the electro-magnets 13 is placed a metallic disk, 21, fixed to shaft 19, adapted to be driven by belt and pulley 20 from the car-axle. The cylindrical casing 15, containing the second set of electro-magnets, is firmly fixed to the iron frame 17 The shaft 16 is provided at its extremity, remote from the casing 14:, with a dish, 18, fastened thereon with groove and feather, so as to be capable of longitudinal motion, but incapable of rotary motion relative to the shaft 16. Intermediately between the two sets of magnets the shaft 16 is provided with pinions 22, gearing with cog-wheel 23 upon drum of windlass -24, to which is fixed the brake-chain 25, connected with the brake-beams in the usual or desired manner. A second ring, 26, on the cylindrical casing 14, makes continuous con nection with brush 27, binding-screw 28, braking-circuit 9, and insulated spring 33, whence it is returned to the generator through box 32 32, spring 36, and return-line 29, or carried onto the braking-magnets of the next car through pad '39, line 9, post 10, brush l1, and ring 12. A second binding-screw, 30,'upon the casing 15 connects the discharge end of the electro-magnets contained therein with the box 32, (through line 9%) whence it is re turned to the generator through spring 36 and line 29, or carried onto the locking-magnets of the next car through pad 40, line 9, and post 9.

The following is the operation of my improved braking and releasing apparatus: If

it be desired to wholly or partially arrest the 16 are thereby revolved, carrying with them gear-wheels 22 23, and winding the brakechain on shaft 24. When the desired force of application of the brakes is obtained, the operator shifts the arm 4 against the second contact-point, 8, thereby diverting the current into the second set of electro-magnets, operating the second disk, 18, on shaft 16, and by means of its friction against the face of casing 15 arresting ,the motion of said shaft. The breaking of the first circuit through contactpoint 7 releases the armature 21 from the action of the magnets 13 at the same moment. The brakes are thus held set at any desired strain until by moving the arm 4 from contact with point 8 the operator breaks the second circuit also, and permits the release of the brakes.

In order that the switch-board may be placed upon the locomotive in convenient position for use by the engineer, or upon the last car ,of the train for use of the conductor, it is necessary to provide means for a conveyance from car to car throughout the train of two outward and one return current, the first passing through the braking-magnets, the second through the locking-magnets, and the third returning to the negative bindingpost on the generator. To this end I employ the coupling illustrated in detail in Figs. 3, 4, 5, and 6, in which 32 is a metallic eontactbox connected by wire 9 with thebrake-lockingmagnets. 33isaplate-spring conductor connected by wire 9 with the braking-magnets and insulated by pad 33. Upon one side of the contact-box 32 is a pad, 34, of guttapercha or other insulating material. The pad 34 is somewhat shorter than the side of the box 32, leaving a naked end, 32, thereof projecting, against which the spring-conductor 36 is adapted to bear when the contact-box is not coupled onto a succeeding car, thus complet ing the return-eircuit. The said spring 36 forms part of the return-circuit to the generator, being connected by the insulated binding-pcst 37 to wire 29. The opposing coupling member consists of a gutta-percha or other insulating body, 35, having at top and bottom brass or other conducting plates, 39 40, connected, respectively, with the braking and locking magnets through lines 9 and 9. In-

sulated from both plates 39 40 is a conductorspring, 41, fixed to the coupling member 35, and also forming part of the return-circuit. It will be seen that while the member 35 is not coupled with the box 32, the springs 33 and 36,

bearing upon the sides and bottom of the box will complete both braking and locking circuits with the return-circuit; but when the two members are forced together the springs 33 and 36, having upturned ends,will be raised by the wedge 35 and spring 41, respectively, making electrical connection thereby to the braking, locking, and return circuits of the succeeding car.

It is evident that the insulating-pad 34 may be placed with almost equal facility upon the contact-box 32 or the spring 41.

The locking-circuit 9 is connected by wire 42 with the return-circuit 29, and at a point on the line 42, convenient to the engineer, I arrange an alarm-bell, 43, enabling the conductor, by means of the switch-board in the rear of the ear of the train, to throw an electric current over the return-line and to the bell, to give signals to the engineer in regard to the movement of the train.

Having thus described my invention, the following is what I claim as new therein and desire to secure by Letters Patent:

1. In an eleetro-magnetic car-brake, the combination, with a circuit including the braking magnet or magnets, of a circuit including magnet or magnets for retaining the brakes to any desired position to which they have been set.

2. In combination with a magnet or magnets mechanically connected with the brakeehain and a elutclrdisk arranged to revolve in face thereof, the second magnet or set of magnets fixed to the supporting-frame and adapted to actuate asecond armature-disk to arrest the motion of the braking system, sub stantially as explained.

3. In combination with two circuits through the braking and retaining magnets, respectively, a switch-board adapted to be operated at will to throw in either of the said circuits to put on or set the brakes, as described.

4. In an eleotro-magnetic braking apparatus, the combination of the two coupling members, each having three ways forthe current, arranged to automatically complete the circuits, whether separate or joined, substantially as set forth. i

5. In combination with the electrical system of a railway car brake, the coupling member consisting of contact-box 32 and conducting-springs 33 36, adapted to make contact automatically with said box on the uncoupling of the cars, substantially as set forth.

6. The combination of the first coupling member, having contact-box 32 and springs 33 36, with the second member having insulating-wedge 38, conducting-plates 39 40, and spring 41, suitable insulating material, 34,111)- on the box 32 or spring 41, and a system of electrical conductors, arranged substantially in the manner and for the purposes set forth. HARVEY S. PARK.

Witnesses:

J. F. JOHNSON, E. A. PARK.

IIO 

